Buffer mechanism for railway vehicles



Sept. 6, 1960 w. J. METZGER BUFFER MEcHANI'sM FOR RAILWAY VEHICLES 4Sheets-Sheet 1 Filed Dec. 26, 1957 \IF 1H.

INVENTOR.

M U m m M v M Sept. 6, 1960 w. J. METZGER BUFFER MECHANISM FOR RAILWAYvamcu-zs 4 Sheets-Sheet 2 Filed Dec. 26, 1957 INVENTOR.

7 A z W M w M 4 Sept. 6, 1960 w. J. METZGER BUFFER MECHANISM FOR RAILWAYVEHICLES Filed Dec.' 26, 1957 4 Sheets-Sheet 3 INVEN TOR. W/LL/AM IM7Z65 4 TTJ/WVEI Sept. 6, 1960 w. J. METZGER BUFFER MECHANISM FORRAILWAY vsmcuzs 4 Sheets-Sheet 4 Filed Dec. 26, 1957 INVENTOR.

W/ZZ MM 1/1/0745? BY flffflK/Yf) Patented Sept. d, li ht) ice BUFFERMECHANHSM FOR RAILWAY VEHICLES:

William I. Metzger, East tileveland, Ohio, assignor to NationalMalleabie and Steel (Iastings Company, Cleveland, Ohio, a corporation ofOhio Filed Dec. 26, 1957, Ser. No. 705,213

20 Claims. (Cl. 213-221) This invention relates to shock absorbingdevices with special reference to buffer mechanism employed to cushionforces between railway vehicles or the like, and is directed toimprovements in vestibule type buffer mechanism which will not onlycushion generally longitudinal forces between the ends of railwayvehicles but will also automatically return the ends of laterallydisplaced vehicles to a substantially aligned position.

V-fhile present day passenger and freight diesel and similar typelocomotive units are equipped with vestibule type buffers in variousforms, these butters are generally of no value to assist in aligning thevehicles and function only to support the vestibule diaphragm and toprovide an adjustable passageway between units of a train.

When two or more diesel units are operated in tandem, the coupled endsof the units often jackknife during pushing or braking operations oncurved track and crossovers. These units tend to remain jackknifed afterthey reach straight track, thus resulting in excessive wheel flange wearand possible derailment.

In United States Patent No. 2,652,159, issued to William l. Metzger, abuffer mechanism is disclosed adapted for use on vehicles not equippedwith a vestibule butter and embodying an alignment control device whichalleviates this undesirable jackknifing condition.

The present invention provides improvements in the general type ofbuffer mechanism disclosed in the aforementioned patent and in additionembodies means for supporting the vestibule buffer of the associatedrailway car.

Accordingly, this invention has for a general objective, the provisionof an improved buffer mechanism which embodies an alignment controlfeature.

Another object of this invention is the provision of a vestibule-typebuffer mechanism which in conjunction with a similar opposing buffermechanism acts to resist relative lateral displacement of the vestibulebuffers while allowing the necessary lateral displacement to enable thevehicles to negotiate curves and cross-overs without jackknifing.

A further object of this invention is to provide a vestibule-type buffermechanism having means for subjecting the cushioning unit to apreliminary compression.

Another object of this invention is to provide a buffer mechanism whichpermits free angular displacement of the buffer face while passingaround curves or over cross-overs.

A still further object of this invention is to provide a buffermechanism which minimizes the angular displacement of the cushioningunit during passage of the associated railway vehicle around curves orcross-overs.

A more specific object of this invention is to provide a buffermechanism having a concave seat positioned substantially on thelongitudinal center line thereof and adapted to receive asemi-cylindrical projection on the rearward side of the buffer face toprovide radial angling of the buffer face with respect to the cushioningunit of the buffer while passing around curves or cross-overs.

A still further object of this invention is to provide a vestibule-typebufier mechanism embodying an alignment control feature and having anassociated vestibule diaphragm supporting member which stays alignedwith the end of the associated vehicle, even though the buffer face onthe buffer mechanism has considerable lateral displacement with respectto the vehicle.

A more specific object of this invention is to provide a vestibule-typebuffer mechanism embodying an alignment control device and having avestibule diaphragm supporting member mounted thereon for slidingengagement therewith for maintaining the support member in asubstantially longitudinally aligned position with respect to the end ofthe associated car.

Other objects and advantages of this invention will be apparent from thefollowing description taken in con junction with the drawings, in which:

Fig. 1 is a plan view partly in section of the improved butter mechanismapplied to the end of a railway vehicle.

Fig. 2 is a vertical sectional view taken along line Z2 of Pig. 1.

Fig. 3 is a vertical sectional View taken along line 3-3 of Fig. 1.

Fig. 4 is a fragmentary vertical sectional view taken along line 4-4 ofFig. 1.

Fig. 5 is a horizontal sectional view of a pair of engaged buffers ofthe construction shown in Figs. 1-4, the buffer faces being shown intheir maximum angled positions and without relative lateraldisplacement.

Fig. 6 is a horizontal sectional view of a pair of engaged buffers ofthe construction shown in Figs. 1-5, the

buffers being shown in the positions assumed upon relative lateraldisplacement but non-angular longitudinal alignment of their associatedrailway vehicles.

Fig. 7 is a partial plan view of buffer mechanism disposed in similarlydisplaced positions as the buffer mechanism shown in Fig. 6, thevestibule diaphragm supporting member on the fully-illustrated bufferbeing shown retained from lateral displacement by a pair of centeringbar guides.

Fig. 8 is a fragmentary vertical sectional view taken along line 88 ofFig. 7.

This invention, in its broad aspects, consists of an improved buffermechanism and the vestibule buffer system in which it is included, thelatter advantageously including also a vestibule diaphragm supportlimited to angling and reciprocal movements along a straight-line pathparallel to the lengthwise direction of the railway vehicle on which thebuffer system is supported.

The buffer mechanism herein described comprises a housing, a followermember, an alignment member, and a buffer face plate occuring, in theorder named, along a longitudinal axis of the mechanism. Such axis inoperation is parallel to the lengthwise direction of a vehicle carryingthe buffer system. One of the members is constructed with a tapered orwedge-like portion facing generally in the lengthwise direction of themechanism. Such portion, when wedge-shaped, is formed by two surfacesmeeting in a central ridge. The other member has a re-entrant portiongenerally complementary to the tapered or wedge-like portion and isnormally in substantially full engagement therewith. The members arerelatively movable in opposite directions laterally with respect to thelongitudinal axis to separate them in an axial direction as the resultof the carnrning action that occurs between the wedge or tapered portionand the re-entrant portion. The mechanism further comprises resilientmeans for urging the members together, and means including resilientmeans for connecting the face plate with the alignment member inrelatively tiltable relationship with respect to an axis extendingtransversely to the longitudinal axis. The latter resilient means isarranged to urge the face plate into a predetermined, ordinarilyparallel alignment with respect to that of the alignment member.

In a preferred embodiment, such as hereinafter described, the componentsof the mechanism consisting of the housing, the follower member, thealignment member, and the bufier face plate, each may have top andbottom walls in telescoping relation with those of the adjacentcomponent. The preferred embodiment may also include bearing structureprovided on opposed faces of the alignment member and the face plate toprovide a pivot joint therebetween having a predetermined axis. In suchan embodiment, the buffer system includes also guide means for thevestibule diaphragm support and means for connecting the diaphragmsupport with the buffer mechanism whereby the support may undergoreciprocal movements along an ambit parallel to the lengthwise directionof the carrier-vehicle during which the support may also pivot to facein different horizontal directions, while simultaneously, the buifermechanism executes swinging and/ or angling movements wherein the bufferface plate may swing laterally horizontally out of normal axialalignment and face in a different direction than the vestibule diaphragmsupport.

Referring to the drawings, and in particular to Figs. 1, 2 and 3, thereis shown, in dot-dash, the end portion of a railway vehicle to which issuitably secured the housing member 12 of the buffer. Below the bufferis mounted the usual car coupler 14 (also shown in dotdash). It will beobserved that the method of mounting and supporting the car coupler onthe car has not been illustrated. This may be accomplished in anyconventional manner.

Housing member 12 comprises spaced horizontal top and bottom walls 16,spaced vertical side walls 18, and vertical end wall 20. Positioned apredetermined distance inwardly from each of the side walls 18 arespaced vertical interior walls 22 which merge with the top, bottom andend walls of the housing, thereby forming pocket 24. A follower 26formed with spaced horizontal top and bottom walls 28, spaced verticalside walls 30, and a transversely extending rear wall 32, is receivedbetween the walls of pocket 24 and is supported on bottom wall 16 of thehousing 12. Replaceable wear plates 1611 are mounted on the upper sideof bottom wall 16 of the housing and provide a sliding engagementbetween the housing and the follower upon inward movement of the latter.

The forward movement of follower 26 is limited by a pair of stops in theform of retainer bolts 34 which are secured to top and bottom walls 16of housing 12. Bolts 34 are received in longitudinally extending slots36 in follower 26 and are adapted .to engage the rearward ends of theslots when the follower is in its forwardmost position as seen in Fig.l. The forward side of follower 26 is formed with a recess or pockethaving a pair of walls 38 which diverge forwardly from the longitudinalcenter line of the buifer and merge with walls 30 at the forward endsthereof. Secured to the forward sides of walls 33 are wear plates 40.Reinforcing walls 38 are vertical ribs 42.

Rearward movement of follower 26 is limited by spaced guide lugs 44which extend rearwardly from rear wall 32 of the follower and areadapted to engage shoulders 46 on rear wall 20 of housing 12. In thisconnection, slots 36 are of sufficient length that the forward ends 48thereof will not engage bolts 34.

The cushioning unit for the buffer comprises a series of rubber pads 50,preferably of the type disclosed in United States Patent No. 2,686,667issued to Donald Willison and Hubert L. Spence. These pads are containedin pocket 24 and are disposed between the end sill 10 of the vehicle andthe rear wall 32 of follower 26. The pads are held under an initialcompression, y

wardly from the wall 56 is a wedge shape projection 64 comprisingrearwardly converging vertical walls 68 which are disposed at the sameangle with respect to each other as walls 38 on follower 26. The rearsurfaces of the walls 68 meet in a central vertical ridge 69. Walls 68are provided with wear plates 70 which engage wear plates 40 on thefollower when the wedge member 54 is in its central position. A guideand stop lug 72 extends rearwardly from the ridge 69 and is received ina transverse recess 74 in walls 38. Thus, as wedge member 54 moveslaterally in service relative to follower 26, the lug 72 is adapted tocontact the end surfaces 76 of recess 74. Ribs 42 are cut away to allowsufficient lateral clearance for lug 72.

In accordance with the invention, a pocket 78, formed primarily by asemi-cylindrical bearing surface 80, is provided on the forward side ofthe walls 68 substantially centrally of their junction. As Figs. 1 and 2indicate, the axis of revolution (or axis for the generatrix) of thesurface 80 is disposed forwardly of, and generally parallel to, thelength of the ridge 69. Webs 82 reinforce the wall of the pocket 78. Thepurpose of the bearing surface 80 will be set forth in a later portionof this description.

Member 54 is resiliently tied to the end sill 10 of the vehicle by means.of springs 84 and stem members 86. Follower 26 has lateral wings 88which extend from the juncture of walls 30 and 38 and are provided withopenings 90 through which stem members 86 extend. A flange 91 isprovided on the rearward side of each wing 88 to guide stem members 86.The rear wall 26 of the housing 12 is also provided with openings 92through which members 86 extend. Portions of wall 20 adjacent openings92 are thickened as at 93 to provide increased guiding surfaces formembers 86.

A pair of abutment collars 94 and 95 slidably mounted on member 86 areprovided in each end of the springs to bear against the sill 10 and nut96, respectively provided at the rearward end of member 86 for adjustingthe compression of spring 84. The forward end of each member 86 extendsthrough transverse openings 97 in rear wall 56 of alignment member 54.Roller means is mounted on the forward end of each of members 86 andcomprises a cylindrical pin 98 having a roller head 99 on one end and aroller sleeve 1% which is welded to the other end of the pin. Rollerhead 99 and sleeve engage spaced, parallel shoulders 102 disposed on theforward side of wall 56 at either side of the opening 97 and are adaptedto roll therealong as alignment member 54 moves transversely of thefollower 26. It will be clear that in this manner alignment member 54 iseffectively maintained in engagement with follower 26 and yet ispermitted to move transversely thereof. By adjusting nuts 96, the forcewith which member 54 is urged against the follower 26 may be increasedor decreased.

Any instrumentality acting in the longitudinal direction of the buffermechanism to urge the alignment member 54 against the follower member 26tends to restore these members to the compact centered relationshipshown in Fig. 1. Guidance of these members into such relationship iselfected through sliding engagement of the wedgeshaped projection 64 ofthe alignment member 54 with one or the other of the walls 38 formingthe wedgeshaped pocket of the follower 26. 7

As described in greater detail later in this descrip tion, the twoassemblies, each assembly comprising a spring 84, a stem member 86, andassociated elements for urging the two members 26 and 54 together,function as resilient means for re-establishing centered relationship ofthe members when they are in out-of-centered relationship as shown inFig. 6. During operation, as shown in Fig. 6, the two assemblies justdescribed are assisted by other resilient means, namely: the cushioningunit pads 51 and the springs 121 under compression between the bufferface plate 104- and the alignment member 54, to restore coupled vehiclesto a common longitudinal alignment.

In accordance with an important feature of the invention, a butfingplate is supported by the alignment member 54 in slidable relation withits bottom wall 60 and in resilient relation with its rear wall 56. Themember 1&4 comprises a flat, transversely extending front butting wall105, rearwardly extending side Walls 1%, and top and bottom walls 167.Formed on the rearward side of the wall 105 is 'a generallysemi-cylindrical projection 1138 which is adapted to be received in apocket 78 provided by the surface 81! of the alignment member 54. AsFigs. 1 and 2 indicate, the axis of revolution (or axis for thegeneratrix) of the outer convex surface of the projection 1118 isdisposed approximately in a plane containing, at the relaxed conditionof the buffing mechanism shown, the ridge 69 and the aforementioned am'sof revolution of the surface 811. A longitudinally movable plunger 1139actuated by a spring 111 extends through the front wall 105 of thebufler plate member 104 and is provided to interlock the latter memberwith the buffer plate of a similar opposing buffer. The front face ofthe wall 1&5 is formed with a pocket 1-10 which is disposed laterallyfrom plunger 1119 and which is adapted to receive the plunger of anopposing buffer plate. The longitudinal axis or" the plunger 109 and thepocket 11% are disposed the same distance laterally of the center lineof the buffer so that when two opposing bufiers are engaged, the plungerof each will have considerable clearance adjacent the walls of itsassociated pocket as may be seen in Fig. 5. This clearance allows acertain amount of free movement of one buffer plate relative to theopposing butter plate to provide for normal relative lateral motion ofthe locomotive units while they are traversing straight track.

Formed in the front wall 105 adjacent the side walls 106 are spacedpockets 112. Each pocket 112 comprises rearwardly extending walls 114-and transverse rear wall 116.

Portions of the buffer plate 104, extending rearwardly of its wall 1%,are received in the chamber 62 of the alignment member 54. The bufferplate is resiliently connected to the latter by means of bolts 120 incombination with springs 121. Each bolt 12% comprises preferably ahexagon head 122 and a shank. Head 122 is received in one of pockets112, which are also preferably hexagonal in transverse verticalcross-section, and seats on the bottom wall 116 of such pocket when thebuffer is in the position shown in Fig. l. The shank of each bolt 124extends through longitudinally aligned circular openings 115 and 124 inbottom wall 116 of pocket 1 12 and rear wall 56 of alignment member 54%,respectively, and has on its rearward end a nut 126 which serves tomaintain the buffer plate and alignment members in assembledrelationship with bolt 120. Recessed seats 12% are provided on the rearside of wall 56 adjacent openings 124 for positioning nuts 126.

A cotter pin 129 is inserted through the shank of each bolt 1213 andlimits forward movement of the bolt relative to the buffer plate 194 andthe rearward movement of the bolt relative to alignment member 54. Itwill be noted that pin 129 is so positioned that the head end of thebolt can never extend beyond the front surface of the buffer platemember. This limitation is necessary in order to prevent interferencefrom occurring between the heads of the bolts and the opposing bufferplate member during relative lateral movement of the buffer platemembers in service. The spring 121 is positioned on the rear side ofwall of the buffer plate member by the rearwardly extending walls 114 ofpocket 112. The outer sides of these walls form a sort of boss aroundwhich the forward end of the spring seats. A boss 123a positions therearward end of each spring on the forward side of wall 56 of thealignment member. By adjusting nuts 126, the effective length of thebolts and consequently the expansive movement of the springs 121 may beincreased or decreased.

Shoulders 130 provided by the front wall 105 of each bulfer plate memberfor engagement with the forward ends of side walls 58 of the associatedalignment member, limit the extent of radial angling of the formermember relative to the latter member (Fig. 5) when projection 168 ispositioned in pocket or seat 78. It will be noted from Fig. 1 thatmaterial lateral movement of buffer plate member 104 relative toalignment member 54 is impossible because of the positive overlappingrelationship existing between the side walls of these members. Bolts 120maintain this relationship.

Extending upwardly (see Figs. 2 and 3) from the upper wall 107 of thebuffer plate member 104 is a vertical transverse integral upwardcontinuation of the wall 11 5 which supports two vertically spacedflanges 131 and 132 projecting perpendicularly and generallyhorizontally from the rearward side of the front wall 105. The spacingof the two flanges provides a transversely extending slot 133.

Positioned above the buffer mechanism and resting thereon is a vestibulediaphragm supporting member 134 adapted for supporting a collapsiblediaphragm of the type conventionally used to form a passageway betweenadjacent cars. Member 134 comprises a transverse hori zontal platemember 136 on top of which is mounted a pair of spaced upstandingbracket members 138. Memhers 138 may be formed integral with platemember 136 or may be fastened thereto by means of welding or any othermethod and may be of any suitable design. A U- shaped buffer face plate140 (shown in dot-dash), which supports one end of a diaphragm (notshown), is attached to the bracket members 133 for engagement with theface plate of the diaphragm on the opposing buffer mechanism. Projectingdownwardly from the underside of plate member 136 is transverselyextending guide lug 142. As will be seen in Figs. 2 and 3, lug 142 isL-shaped in longitudinal vertical cross-section to provide a tongue 143disposed within the slot or groove 133 and in engagement with the topsurface of underlying shelf 132-. The resulting tongue-grooverelationship precludes vertical movement of member 134 relative tobuffer plate member 104.

Disposed rearwardly of the lug 142 are spaced retainer blocks 144 (Figs.2 and 3). Each of the blocks 14 4 is disposed a predetermined distancelaterally of the longitudinal center line of the buffer mechanism and isattached by means such as the bolt shown to the rearward end of theshelf 132. The heads of any such bolts are recessed in the front face ofbufiing plate member 104 as at 146. Blocks 144 comprise a head portion 17 and a body portion 148. The head portion of the block engages theunderside of plate member 136 and aids in supporting member 134 onbuffer plate member 104. it will be observed that While blocks 144prohibit relative longitudinal movement between the support member 134and the buffing plate member 104, they permit relative lateral movementbetween these members.

Integral with the rearward end portions of plate member 1216 andextending downwardly from the underside thereof are'spaced centering barseats 1511 (Figs. 1, 2 and 3). Each seat 151 comprises side Walls 152,arcuate forward wall 153 and bottom wall 154 forming therebetween apocket for receiving the semi-circular forward end of a centering bar155. Plate member 136, the for- Ward ends of the centering bars 155, andthe bottom walls 154 of seats 150 have aligned vertical openingstherethrough for receiving pins 156 for attaching the centering bars tothe seats. Each pin 156 has a head 157 which is recessed in plate member136. Vestibule foot plate 149 (shown in dot-dash) maintains the pin inposition. From Figs. 1 and 7 it will be noted that the side walls 152 ofeach seat 150 diverge slightly outwardly from the longitudinal centerline of the centering bar as they extend rearwardly' to allow limitedangling of the plate member 136 with respect to the centering bars. Itwill be observed from Figs. 2 and 3 that the seats 150 rest on the topsurface of top wall 28 of follower member 26 and aid in supporting themember 134.

As additional guide structure for controlling transverse relativemovement of the diaphragm support 134 and the buffer plate 104, as bestseen in Fig. 7, guide walls 158 are provided which extend laterally fromboth sides of the forward end of each of seats 150. The walls 158 mergewith the forward wall 153 of each seat 150' and the underside of'platemember 136. The outer ends 158a of each of guide walls 158 (see Fig. I)extend a considerable distance laterally beyond the corresponding endsof the opposed retainer blocks 144 when the buffer is in an alignedposition. Thus, as the buifer plate 104 moves laterally in service, theretainer blocks 144 engage the Walls 158.

In view of the foregoing, a bufiing force applied to the buffing platemember 104, thereby moving it rearwardly, imparts rearward movement tothe support member 134 by means of the retainer blocks 144 abuttingagainst guide walls 158 on the support member 134. The groove 133containing the tongue 143 of the lug 142 has sufficient depth so thatthe forward end of the tongue does not engage the bottom or forward endof the slot. In this way the lug 142 is not subjected to any strainduring buffing operations and operates merely as a means to preventvertical movement of support member 134 and to help guide the lateralmovement of the buffing plate member relative to the support member.

Mounted on the top wall 16 of housing member 12 are spaced centering barhousings 16f (Figs. 3 and 7) for receiving the rearward ends of thecentering bars 155. Each housing 1613 comprises side walls 162 and topwall 163. The rearward end of the housing is sealed by end sill 52 ofthe car. The housings are preferably rectangular in transverse verticalcross-section and it will be noted from Figs. 3, 4 and 7 that thecentering bars 155 can angle both vertically and laterally only a verylimited amount with respect to their housings 160.

The operation of the buffer is as follows: It will be noted in Fig. 1that the front face of the buffing plate member 112 4 is positioned asubstantial distance forwardly of the coupling line of coupler 14 whenthe buffer is free. Accordingly, as two locomotive units embodying theaforedesoribed buffing units are coupled, the buffer plate members 104will move rearwardly against the expansive force of associated springs121 and 111 until the front faces of the buffing plates are disposed onthe coupling line of the couplers and each projection 108 on therearward side of each buffer plate engages the adjacent semi-circularbearing surface 80' of the associated alignment member. Preferably, themember 104 is disposed forwardly of the coupling line an amount at leastequal to the travel in draft of the draft gear associated with coupler14. This arrangement ensures that, regardless of the amount ofseparation of the locomotive units in draft, the opposed buffer facesurfaces will remain in contact.

'Fig. illustrates the angled positions assumed by opposed bulfers astheir associated coupled locomotive units A and B (shown in fragmentaryghost outline), pass around a curve or cross-over in ordinary pullingservice. It is noteworthy that projection 108 of each bufier platemember 104 remains in engagement with bearing surface 80 on theassociated alignment member 54 and permits facile resilient angling ofthe buffer plate member with respect to the alignment member. As thelocomotive units initially enter the curved portion of the track, onlythe buffing plate members 104 angle with respect to the end sills 52 ofthe cars while the alignment members 54 remain disposed in transverseplanes which are substantially parallel to the end sills of theirrespective cars. his initial angling of the buffer plate members isopposed by the springs 121 of the opposed bufling units. The relativeangling of the buffer plate members with respect to the alignmentmembers of both units continues until one of the shoulders 130 on eachbufling plate member engages the forward end of one of the side walls 58of respective adjacent alignment members, thereby precluding furtherangling of the bufier plate members with respect to the associatedalignment members.

However, as the ends 10 of the locomotive units assume greaterangulan'ty in alignment with one another, during further movement alongthe curve, the follower members 26 swivel about one' of their retainingpins 34,

. thereby providing for additional angling of the buffer plate members104 and causing compression of the rubber pads 50 of the main cushioningunits, which oppose any rearward or pivotal movement of the followers26. It will be noted that only one side of each group of pads issubstantially compressed and that the angling of followers 26 withrespect to the end sills 52 of their respective cars is limited by theengagement between one of the stop lugs 44 of the followers and stops 46of the walls 22.

During the aforementioned angling, each alignment member 54 remainscentrally seated in the pocket of its associated follower member withthe wear plates on the opposing members in engagement and with surfacecontact maintained between the faces of the opposed buffer platemembers.

1n the event of greater angling than that just described, the follower26 is provided with wings 88 which are inclined rearwardly at an anglewith respect to the adjacent transverse portions of the wall 56 of thealignment member 54 whereby, in the event of severe angling, thealignment member may tilt with respect to the follower 26 about afulcrum provided by the edge formed on the follower at the juncture ofeither wing 88 and the adjacent follower wall 38.

Any angling of the alignment member with respect to the sill 52 causesmovement of one stem 86 forwardly with respect to the sill 52 withcompression of the associated spring 84 and movement of the other stem86 rearwardly accompanied by expansion of its associated spring 84.

It will be understood that if the force required to compress the rubberpads of the cushioning unit during assembly of the buffer mechanism isgreat enough, relative angling between each aligning wedge member 54 andthe associated follower member 26 will occur before any angling of thefollower 26 with respect to end sill 52 occurs. In the buffer mechanismof this invention, the cushioning unit has sufficient compressivestrength or resistance to achieve this result in order that the rubberpads of the cushioning unit may be subjected to less wear.

Fig. 6 illustrates the functioning of the buffers during lateraldisplacement of the locomotive units, as may occur during dynamicbraking and pushing operations on curved track or cross-overs, in whichthe ends of the units are urged together. The position shown is that atwhich the units may be assumed to have entered straight track and beforethey have been aligned by the buffers.

As the units intially enter the curved track and the coupled endsthereof begin to displace laterally relative to each other, transversesliding occurs between the engaged front faces of the buffer platemembers 104.

Each alignment wedge member 54, however, is main-v 9 tained in centeredrelation with respect to the associated follower 26 by resistancepreventing relative lateral displacement by the re-entrant relation ofwalls of both members in conjunction with the action of the springs 84.

As each plunger 109 moves transversely from its centered position withrespect to the side walls of its associated pocket during theaforementioned transverse sliding, each buffer plate member angles onthe hinge provided by the surface 8% and the projection 108 until one ofthe shoulders 130 on the forward wall 105 of the buffer plate memberengages the for-ward end of one of side walls 58 of the associatedalignment member 54.

Relative transverse sliding between the front faces of buffing members104 continues until each plunger 109 moves into engagement with theouter side wall of its associated pocket 119. Thereafter no furtherlateral displacement between the bufiing plate members can occur but asthe ends of the locomotive units continue to be displaced laterally asthey travel along the curve, the alignment members 54 will be moved outof the centralized position they have previously maintained with respectto their associated followers 26. This latter displacement is caused bythe force exerted by each projectino 108 on each buffer plate memberagainst one side of the associated concave seat 78 on the alignmentmember, in conjunction with the force exerted by one of side walls 106of the buffing member against the inner surface of one of side walls 58of the alignment member. Shear forces are suflicient to overcome thecombination of springs 84 and sloping walls 68 which act to maintain thealignment member 54 in centered relationship with respect to thefollower member. This displacement causes a sliding contact to occurbetween one set of the wear plates 70 on the alignment member 54 and theopposing set of wear plates 40 on the follower member 26. It will beobserved that only one pair of the sets of the initially engaged wearplates remain in contact during this movement while the other pair isseparated. As relative sliding continues between the pair of opposedsets of wear plates, the wedging action thus produced urges thefollowers 26 of each buffer mechanism inwardly thereby compressing therubber pads of the main cushioning unit. The compression of pads 50increases as lateral displacement of the aligning members 54 relative tothe follower members 26 progresses and is a strong force working throughthe buffer mechanisms for urging the associated ends of the locomotivesor other train units back into alignment. The longitudinal force exertedby the locomotive units against the engaged wear plates, in addition tovarious aligning forces exerted by the springs and cushion units, willcause the realignment of the connected buffing mechanisms from thepositions shown in Fig. 6 back to the centered position after the trainunits reach the straight track.

If desired, the engaging surfaces of plates 4% and 70 may be lubricated,but this is not necessary for the proper functioning of the mechanism.

It should be noted that if the units are not returned to completealignment, the position to which they are returned is such that theunits are within the limits of the free lateral displacement allowed byplungers 169 and pockets 110 Another noteworthy feature is that therubber pads 50 of each of the cushioning units are compressed less thanotherwise as the result of angling which may be absorbed by angling ofthe buffer plate member 104 with respect to alignment member 54.Relative angling of these members assures that engaged faces of thebuffer plates remain in contact.

During lateral displacement of the opposed buffer plate and alignmentmembers, as seen in Fig. 6, each vestibule support member 134 which ispartially supported on the associated bufier plate member must bemaintained in a substantially aligned position with respect to thelongitudinal center line of the associated locomotive unit. The

reason for this is because each vestibule support member supports avestibule buffer (not shown) and the conventional diaphragm usuallyattached thereto (also not shown), consisting ordinarily of rubber andcanvas ar ranged in folds for allowing the vestibule buffer assembly tohave limited relative motion, so as to adjust to the motion of thevehicle.

Fig. 7, which shows the buffer mechanism in exactly the same poistion asFig. 6, illustrates the manner in which the support member 134- may besupported in a variety of facial alignments without substantial lateraldisplacement with respect to the longitudinal center line of theassociated locomotive unit. To obtain this pattern of movement, thecentering bar guides 155, attached by ins 156 to the vestibule supportmember 134, reciprocate in the longitudinal direction of the locomotiveor train unit through an ambit defined by the inner side surfaces of thehousing 160 in response to reciprocal force applied thereto by thebuffer member 104. However, because of the transversely slidableconnection between members 134 and 104, the member 134, in reciprocatingwith the member 164, executes longitudinal and angular movements, asdoes the member 164, but substantially none of the lateral movement ofthe mem her 104.

For freedom of movement of the vestibule diaphragm supporting member134, the top wall of housing 12 has been recessed as at 161; at bothends of its forward face to permit inward movement of the centering barseats 151 with respect to top wall 16. However, lateral movement of thesupport member 134 is prevented by the engagement of the centering barswith the inner surfaces of side walls 162 of housings 169. Supportmember 134- can angle with respect to end sill 52 of the locomotive unitbecause of the pinned relationship existing between the centering barsand the support member 134 and it will be noted that this latter anglingis limited by the engagement of the forward portions of the centeringbars with the flared side walls .152 of the centering bar seats 15%. Theside walls 152 have been flared sufficiently to enable the supportmember 134 to angle with the buffer plate member 164, to which it isattached, without obstruction during movement of coupled locomotiveunits around minimum curves and cross-overs.

Since each buffer plate member 10 is displaced laterally from itscentered position with respect to the end of the associated locomotiveunit without lateral displacement of the support member 134 relative tothe center line of the unit, it will be apparent that the former memberhas slid transversely of the latter. As seen in Fig. 8, lugs 142 andretainer blocks 144 guide the buffer plate member during this tranversemovement. Fig. 7, which represents the maximum displacement of thebuffer mechanism which will occur in service indicates that asubstantial passageway still exists between the diaphragm face platebrackets 133 on the opposed support member 134. It will be apparent thata diaphragm attached to the pair of brackets 138 at one end and to thebody end of the locomotive unit at the other, will be subject topractically no lateral displacement with respect to the associatedlocomotive unit. Accordingly, the diaphragm will not be damaged duringrelative lateral movement between the coupled units.

An important feature of the invention is that the buffer mechanism maybe disassembled from the end of the locomotive unit without disturbingthe vestibule support member 134i and associated vestibule. Referring toFigs. 1 and 3, it is obvious that retainer blocks 144 may be detachedfrom the buffer plate member 104 by removing bolts 145. Next, removal ofthe nuts W from the stem members 86 permits withdrawal of alignmentmember 54 with the buffer plate member 194- attached thereto fromengagement with the follower 2'5. Withdrawal of the follower 26 isaccomplished by removing retainer bolt 34 which maintain the follower inassembled relationship with hous- 'ing 12. After removal of the follower26, the rubber pads 50 of the main cushioning unit may be taken out.

With the buffer mechanism removed, the vestibule diaphragm supportingmember 134 will be supported solely by the centering bars 155. It can beunderstood from Figs. 3 and 4 that each centering bar will engage theinner side of top wall 163 of its associated housing 160, and the upperside of wall 16 of housing 12, thereby preventing any substantialdownward movement of the vestibule diaphragm supporting member 134, andthe associated vestibule frame or buffer (not shown).

The terms and expressions which have been employed are used as terms ofdescription and not of limitation and there is no intention, in the useof such terms and expressions, of excluding any equivalents of thefeatures shown and described or portions thereof, but it is recognizedthat various modifications are possible within the scope of theinvention claimed.

What is claimed it:

1. A buffer mechanism-for railway vehicles comprising: a housing; afollower member; an alignment member; and a buffer face plate, occurringin the order named, along a longitudinal axis of the mechanism;cushioning means positioned between the housing and .the follower memberfor opposing movement of the follower member toward the housing; meansfor supporting the follower member in engagement with the cushioningmeans and in reciprocable relation with the housing; a generallytapering portion on one of said members of which the angle between itsconverging face surfaces is approximately bisected by said longitudinalaxis at the relaxed condition of the mechanism, said tapering portionfacing lengthwise of said axis and, in said relaxed condition, inopposed centered relation with a complementary re-entrant portion of theother member; said members being relatively movable in a directionlaterally with respect to said axis through sliding of one of saidportions over the other to displace the members relative to each otherin a direction lengthwise of the axis; resilient means for urging themembers into compact centered relationship; and a second resilient meansfor connecting said face plate with the alignment member in relativelytiltable relationship with respect to an axis extending transversely tosaid longitudinal axis; said second resilient means being arranged forurging the face plate into a predetermined alignment with respect to thealignment member.

2. A buffer mechanism for railway vehicles comprising a housing; afollower member; an alignment member; and a buffer face plate, occurringin the order named, along a longitudinal axis of the mechanism;cushioning means positioned between the housing and the follower memberfor opposing movement of the follower member toward the housing; meansfor supporting the follower member in engagement with the cushion and inreciprocable and pivotable relation with the casing; a generallywedge-like portion on one of said members comprising face surfacesforming an angle which is approximately bisected by said axis andmeeting in a central ridge, said portion facing generally lengthwise ofsaid axis and being disposed normally in opposed relation with acomplementary re-entrant portion of the other member; said members beingrelatively movable in opposite directions laterally with respect to saidaxis through sliding of one of said portions over the other to displacethe members relative to each other in a direction lengthwise of theaxis; resilient means for urging the members toward each other; and asecond resilient means for connecting said face plate with the alignmentmember in relatively tiltable relationship with respect to an axisextending transversely to said longitudinal axis, said second resilientmeans being arranged for urging the face plate into an alignmentgenerally parallel with that of the alignment member.

3. The buffer mechanism of claim 2 wherein: said means for connectingthe face plate and the alignment 12 V V i member includes pivotal meansdisposed therebetween providing relative pivotal movement of the faceplate with the alignment member with respect toan axis generallyparallel to the length of said ridge.

4. The buffer mechanism of claim 2 comprising means in addition to saidsecond resilient means for connecting the face plate and the alignmentmember comprising potentially engageable bearing surfaces on the rearside of the face plate and the front side of the alignment memberaligned to provide a pivotal joint between said plate and member havingan axis generally parallel to the length of said ridge.

5. The buffer mechanism of claim 2 wherein: the group of componentscomprising the housing, the follower member, the alignment member, andthe buffer face plate have parallel upper and lower walls adapting saidcomponents to be arranged in series telescoping relationship.

6. The bulfer mechanism of claim 2 comprising: means for connecting thefollower member to the housing placing said cushioning means undercompression in' normal nonangled alignment of the mechanism; theconnecting means comprising a pair of pivot elements spaced on oppositesides of said longiutdinal axis; the lengthwise direction of saidelements being parallel to the length of the ridge;

said follower member and the housing providing a slipconnection withboth pivot elements alternately allowing rearward movement of, orpivoting about, either element, said member relative to the housing toplace a portion of the cushioning means at one side of the longitudinalaxis under a greater degree of compression than a portion at the otherside.

7. The buffer mechanism of claim 2 wherein: said resilient means forurging the members together comprises: a pair of spaced stem membersextending lengthwise of said mechanism from bearing contact withforwardly facing surface of the alignment member rearwardly throughslots in'the member elongated in a direction transversely to the lengthof said ridge and through said housing; the housing having guidesurfaces for limiting the stem members to longitudinal movement; andspring means for urging the stem members rearwardly; the alignmentmember being movable relative to stem members in a directiontransversely to said longitudinal axis within a range within the lengthof said slots.

8. The buffer mechanism of claim -2 wherein: the wedge-like portion is acentral rearwardly-projecting part of the alignment member and thefollower member provides the mating re-entrant portion; said memberhaving wings extending rearwardly and laterally outwardly from bothlateral extremities of the re-entrant portion at an angle with forwardlyadjacent surfaces of the alignment member to allow thealignment memberto tilt relative to the follower member through said angle about afulcrum at the junction of either wing and the re-entrant portion.

9. The buffer mechanism of claim 4 wherein: one of said bearing surfacesis arcuate and concave and the bearing surface on the opposed plate ormember cooperating therewith is convexly complementary to the concavesurface and of less arcuate length to allow pivotal movement of saidface plate relative to the alignment member.

10. The buffer mechanism of claim 9 wherein: the alignment membercomprises said wedge-like portion facing centrally rearwardly, and saidconcave bearing surface facing forwardly with its axis of revolutiondisposed forwardly of, and generally parallel to, the length of saidridge; and the convex bearing surface is carried by the face plate withits axis of revolution disposed approximately in a plane containing saidridge and said axis of the concave surface.

11. The buifer mechanism of claim 10 wherein: the follower member ispivotable with respect to an axis parallel to said ridge.

12. The buffer mechanism of claim 11, wherein: said means for connectingthe face plate and the alignment member includes pivotal means disposedtherebetween 13 having an axis extending parallel to the length of theridge and adjacent said longitudinal axis.

13. The buffer mechanism of claim 6 wherein: the spring means comprisecompression coil springs encircling portions of the stem membersrearwardly of the housing.

14. In a buffer system for railway vehicles having a vestibule diaphragmsupport, guide means for limiting the movement of the support to adirection lengthwise of an associated vehicle, and a buffer mechanism;said mechanism comprising: a housing, a follower member; an alignmentmember; and a buffer face plate occurring in the order named, along alongitudinal axis of the mechanism; cushioning means positioned betweenthe housing and the follower member for opposing movement of thefollower member toward the housing; means for supporting the followermember in engagement with the cushioning means and in reciprocalrelation with relation to the housing; a generally tapering portion onone of said members of which the angle between its converging facesurface is approximately bisected by said longitudinal axis at therelaxed condition of the mechanism, said tapering portion facinglengthwise of said axis and, in said relaxed condition, in opposedcentered relation with a complementary re-entrant portion of the othermember; said members being relatively movable in a direction lateralwith respect to said axis through sliding of one of said portions of theother to dispose the members relative to each other in a directionlengthwise of the axis; resilient means for urging the members intocompact centered relationship; a second resilient means for connectingsaid face plate with the alignment member in relatively tiltablerelationship with respect to another axis extending transversely to saidlongitudinal axis; said second resilient means being arranged for urgingthe face plate into a predetermined alignment with respect to thealignment member; the diaphragm support being normally supportedcentrally over the mechanism for movement in a direction parallel tosaid longitudinal axis; and means for connecting the diaphragm supportto the buffer face plate in relatively transversely movable relationwith each other comprising: interengaging guide surfaces on the supportand the face plate which overlap widthwise in a direction parallel tosaid longitudinal axis, overlap lengthwise in a direction transverse toboth of said axes, and overlap in a direction parallel to said otheraxis.

15. The buffer system of claim 14, wherein: said guide surfaces areprovided by a tongue-and-groove joint extending transversely to saidlongitudinal axis comprising a tongue of L-shaped cross-section and agroove of generally complementary cross-section.

16. A buffer system for railway vehicles having a vestibule diaphragmsupport, guide means for limiting movement of the diaphragm support to adirection lengthwise of an associated vehicle, and buffer mechanism;said mechanism comprising; a housing; a follower member; an alignmentmember; and a buffer face plate occurring in the order named along alongitudinal axis of the mechanism; cushioning means positioned betweenthe housing and the follower member for opposing movement of thefollower member toward the housing; means for supporting the followermember in engagement with the cushioning means and in reciprocable andpivotable relation with the casing; a generally wedge-like portion onone of said members comprising surfaces forming an angle approximatelybisected by said axis and meeting in a central ridge, said portionfacing generally lengthwise of said axis and being disposed normally inopposed relation with a complementary re-entrant portion of the othermember; said members being relatively movable in opposite directionslaterally with respect to said axis through sliding of one of saidportions over the other to separate the members in a directionlengthwise of the axis; resilient means for urging the members towardeach other; and a second resilient means for connecting said face platewith the alignment member in relatively tiltable relationship withrespect to an axis extending transversely to said longitudinal axis,said second resilient means being arranged for urging the face plateinto an alignment generally parallel with that of the alignment member;said support being normally disposed centrally over said longitudinalaxis in spaced relation with a longitudinal plane perpendicular to saidridge; and means for connecting said support and the face plate intransversely movable relation with each other comprising: interengagingguide surfaces on the support and the face plate which extend in theirlengthwise directions perpendicularly to the length of said ridge andtransversely to said longitudinal axis, said guide surfaces extending intheir widewise directions normally to said plane at one point andlongitudinally thereto at another point to interlock the face plate andthe diaphragm support against relative movements in directions eitherparallel to said axis or parallel to the length of said ridge whileallowing relative lateral movements.

17. The buffer mechanism of claim 16 wherein: the group of componentscomprising the housing, the follower member, the alignment member, andthe buffer face plate each have an upper wall and a lower wall generallyparallel to said plane; the upper and lower walls of one of each pair ofadjacent components fitting in telescopic relation between the upper andlower walls of the other, said components being thereby connected inseries telescoping relationship.

18. The buffer mechanism of claim 16 wherein: said guide means for thevestibule-diaphragm support comprises reciprocable means pivotablyconnected with said support, and guide surfaces in fixed relation withthe housing and engaged sliding relation with said reciprocable means;said guide surfaces being arranged and aligned in the longitudinaldirection of the mechanism to guide the reciprocable means in adirection parallel to said 1ongitudinal axis.

19. The buffer mechanism of claim 16 wherein: said guide means comprisesan elongate member pivotally connected to said support, and the housinghas guide surfaces defining an ambit for the elongate member relative tothe housing parallel to said longitudinal axis, and the guide surfacesare spaced for receiving and aligning the elongate member with itslength parallel to said axis.

20. The buffer system of claim 16 wherein the group of componentscomprising the housing, the follower member, the alignment member, andthe buffer face plate each have an upper wall and a lower wall generallyparallel to said plane adapting said components to be connected inseries telescoping relationship; and means is provided for guiding saidsupport in a direction parallel to said longitudinal axis comprising apair of elongated chambers in said housing spaced transversely of saidaxis having opposite guide surfaces parallel to said axis and being opentoward said face plate; and a pair of elongated members, each havingparallel sides adapting it to fit between the guide surfaces of one ofsaid chambers in freely-sliding contact therewith; said elongate membersbeing parallel and reciprocably housed in said chambers and pivotallysecured to the diaphragm support along separate axes perpendicular tosaid plane.

References Qited in the file of this patent UNITED STATES PATENTS1,881,312 Glascodine Oct. 4, 1932 1,938,743 Duryea Dec. 12, 19332,652,159 Metzger Sept. 15, 1953

